Railroad-switch



A. GRIGAS.

RAILROAD SWITCH.

- ARPLICATION FILED APR. 30 1919.

1,314,262. Patented Aug. 26, 1919.

2 SHEETS-SHEET I.

INVENTOR AnZ/mrzy rz'yas ATTORNEY A. GRIGAS.

RAILROAD SWITCH.

APPLICATION man APR. 30. 1919.

Patented Aug. 26, 1919.

2 SHEETSSHEET 2.

C(L, WASHINGTON I), C.

A INVENTg-F 72272 n as 9 ATTOR EY Tm: COLUMBIA m. In!

ANTHONY causes, or WORCESTER, MassacHUsnTTs.

RAILROAD-SWITCH.

Speci fication of Letters Patent.

Patented An -26, 1919.

Application filed April 30, 1919. Serial No. 293,742.

T 0 all whom it, may concern 1 Be it known that I, ANTHONY GRIGAS, a citizen of Russia, residing at Worcester, county of W'orcester, and State of Massachusetts, have invented certain new and usefulxlmprovements in Railroad-Switches, of which the following is a specification.

This invention relates to improvements in railway appliances for automatically actuating the switches of railway tracks.

The principal object of the invention is to provide means whereby an engineer may move the switch point, in advance of the locomotive, so as to cause the same to continue upon the straight track or enter upon a curve or turnout as may be desired.

This object is attained by the novel construction and combination of parts hereinafter described, and shown in the accompanying drawings, forming a material part of this disclosure, and in which- Figure 1 is a plan view of a railway track showing the devices engaged therewith.

Fig. 2 is a side elevational view of the same.

Fig. 3 is an enlarged fragmentary transverse sectional view taken on line 3-3 of Fig. 1.

Fig. 4 is a side elevational view showing a conventional type of locomotive, indicating the application of the inventon, and

Fig. 5 is a transverse sectional view taken on line 55 of Fig. 1.

Referring to the drawings, the numeral 10 designates one of a pair of running rails and 11 the other; the rail 11 is turned outwardly at the curve 13, while the corresponding rail 14 of the curve intersects with a continuation 15 of the running rail 11.

Similarly a switch point 17 acts as a continuation between the rails 11 and 13, while the mate point 18 connects between the running rail 10 and outer rail 14, all the several rails resting upon ties of the size of usual construction.

Arranged between the rails of the track, remote from the switch, are a pair of levers 20 and 21, extending downward into a box or casing 23, in which they are pivoted at 24 and 25, the lower ends of the levers being pivotallv connected with the opposite ends of a transverse bar 26, pivoted at its center upon a pin 27, while the upper nds of the levers support rollers 28 and 29 respeetively. These rollers extend slightly above the heads of the running rails and are therewith.

The cable is coiled partially about another roller 34, and brought toward the front, over rollers and 36 and is connected with the lever 21, -forming a continuous circuit, and it will be obvious that upon moving either of the lovers, that rectilinear motion is conveyed to the cable and the switch moved from one side to the other, according to whether the roller 28 or 25) is depressed.

In Figs. 4 and 5 a conventional type of locomotive is indicated by the numeral 50, the same embracing all of the numerous parts and appurtenances, common to such structures.

Arranged in the cab is a lever 51, having a detent rod 52, its end being engageable in one of several openings 53, and connected with the end of the lever, are arms respectively 54; and 55, containing slots 56 and 57, at their outer ends, engageable with pins 58 and 59, the lever 51 boing secured upon a shaft 48.

Secured below the cab are pairs of brackets 60 from which extend rigid vertical studs 61, and movable on the studs 61 are sleeves 62 and 63, to which are attached, at their lower ends skids 64, having upturned advance ends (35, these skids being adapted to make cont-act with the rollers 28 and 29, in accordance with the direction which the lever (31 is inclined. Thus the engineer, by merely manually operating the lever, may cause the switch to be thrown or remain stationary as desired.

Having thus described my invention what I claim as new and desire to secure by Letters Patent, is

1. In a track switch operating device, the combination with a pair of vertical levers, rollers carried at the upper ends of said levers, a bar pivotally connected between said levers, said bar being operable upon a vertical axis, cable connections on each of said 7 said levers passing to said switch points,

ated.

rollers for guiding said cable, and engine carried structures adapted to be depressed so as to make, contact. with said rollers whereby said switch points may be actu- 3. In a track switch throwing "device, the

combination with a railway track having a branch therein, and switch and mate points connected therewith, ofvertical levers pivoted at their lower ends edjacent to the sides of the rails of said track, rollers carried at the upper ends of said levers, connections between said levers whereby they are, adapted to act in unison in opposite directions, cable connections between said levers, said cable connections engaging said switch and mate points, means for guiding said cables, a lever operable in the cabs of thelocomotives, plungers actuated by said lever, and skids carried at the ends of said plungersadapted to make contact with said rollers 1 whereby said switch and mate points maybe moved.

In testimony whereof have affixed'my signature. r

Q 'ANTHONX GRIGAS,

Copies of this atent may be obtained fo r fiv e cents each, by addressing the Commissioner 'of Patents,

Washington, D, 0. 

